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US9342988B2 - Method and device for determining a linear terrain profile along a lateral approach trajectory of an airport - Google Patents

Method and device for determining a linear terrain profile along a lateral approach trajectory of an airport Download PDF

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Publication number
US9342988B2
US9342988B2 US14/586,461 US201414586461A US9342988B2 US 9342988 B2 US9342988 B2 US 9342988B2 US 201414586461 A US201414586461 A US 201414586461A US 9342988 B2 US9342988 B2 US 9342988B2
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Prior art keywords
terrain
altitude
measured
aircraft
terrain profile
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US14/586,461
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US20150317905A1 (en
Inventor
Thierry Bourret
Kenji AHUALLE HORIMOTO
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Airbus Operations SAS
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Airbus Operations SAS
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Assigned to AIRBUS OPERATIONS (S.A.S.) reassignment AIRBUS OPERATIONS (S.A.S.) ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BOURRET, THIERRY, AHUALLE HORIMOTO, KENJI
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C7/00—Tracing profiles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0073—Surveillance aids
    • G08G5/0086—Surveillance aids for monitoring terrain
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
    • G01C5/005—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels altimeters for aircraft
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
    • G01C5/06—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels by using barometric means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/882—Radar or analogous systems specially adapted for specific applications for altimeters
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft

Definitions

  • the present disclosure relates to a method and a device for determining a linear terrain profile along a lateral approach trajectory of an airport.
  • terrain database comprising a two-dimensional terrain profile.
  • This terrain profile can be used in different applications, notably in a vertical display to represent the profile of the terrain being flown over.
  • the data sources used to construct this type of terrain profile comprise means (optical and/or radar) based on satellites.
  • the elevation points stored for this terrain profile are meshes of a two-dimensional network with a typical size of 1 Nm (nautical mile) to 0.25 Nm (approximately 460 meters) in proximity to the airports. For each mesh, only the highest point is stored.
  • the relatively large size of the meshes and the content of the data (highest terrain elevation) render its use problematical for certain applications, in particular for the comparison with the measurements of an onboard radio altimeter.
  • An object of the present disclosure is to remedy the drawback of such a two-dimensional terrain profile. It relates to a method for determining a linear terrain profile along a lateral approach trajectory of an airport.
  • the method comprises:
  • a first set of steps comprising measuring, on at least one aircraft, automatically and repetitively, during at least one flight of the aircraft along the lateral approach trajectory, during an approach to a landing runway of the airport:
  • a linear terrain profile that is to say a terrain profile with just one dimension, is determined which extends under and along the lateral approach trajectory.
  • Such a one-dimensional terrain profile notably greatly reduces the volume of data to be stored in the database.
  • Hbaro is the barometric altitude
  • L 0 is a variation of the static temperature, as a function of the altitude of a standard atmosphere model (ISA);
  • Test is the estimated temperature on the ground.
  • T 0 is a reference temperature of the standard atmosphere model (ISA).
  • the terrain profile corresponds to the auxiliary terrain profile determined in step d).
  • the first set of steps and steps a) to d) of the second set of steps are implemented for a plurality of different approaches so that, for each of this plurality of approaches, an auxiliary terrain profile is determined in step d), and wherein step e) comprising computing, as terrain profile, the average of the auxiliary terrain profiles.
  • the method for determining a linear terrain profile can further comprise one or more of the following features, taken individually or in combination:
  • each distance relative to the threshold of the runway is computed by the integration of a so-called reference ground speed of the aircraft, dependent on a ground speed measured and stored during the first set of steps;
  • the barometric altitude and the height are referenced relative to a reference point located on the aircraft, using a correction using a value of the pitch angle of inclination of the aircraft, measured and stored during the first set of steps, as well as the relative position of the antennas, which is known, because it depends only on the type of aircraft considered.
  • the present disclosure relates also to a device for determining a linear terrain profile along a lateral approach trajectory of an airport.
  • the device is noteworthy in that it comprises:
  • At least one memory containing values measured on at least one aircraft, during at least one flight of the aircraft along the lateral approach trajectory, during an approach to a landing runway of the airport, namely:
  • a first computation unit configured to estimate, preferably by linear regression, for each of a plurality of different distances relative to a threshold of the landing runway along the lateral approach trajectory, using the total air temperature, the Mach number and the barometric altitude, stored in the memory, a variation of the static temperature as a function of the altitude and a temperature on the ground;
  • a second computation unit configured to compute, for each of the plurality of distances, a geometric altitude, using the barometric altitude stored in the memory, as well as the variation of the static temperature and of the temperature on the ground, estimated by the first computation unit;
  • a third computation unit configured to compute, for each of the plurality of distances, a terrain height, by subtracting, from the geometric altitude computed by the second computation unit, the height stored in the memory;
  • a fourth computation unit configured to determine at least one auxiliary terrain profile from the set of terrain heights computed for the set of different distances
  • a fifth computation unit configured to determine a terrain profile using at least the auxiliary terrain profile computed by the fourth computation unit, the terrain profile representing the trend of the terrain height as a function of the distance relative to the threshold of the landing runway, the terrain height being defined relative to a reference altitude corresponding to that of the threshold of the landing runway;
  • a database in which is stored the terrain profile determined by the fifth computation unit.
  • FIG. 1 is the block diagram of a device for determining a linear terrain profile, which illustrates one embodiment of the disclosure herein.
  • FIG. 2 schematically shows, in plan view, a lateral approach trajectory.
  • FIG. 3 is a graph that makes it possible to explain the determination of the terrain profile for a particular embodiment of the disclosure herein.
  • FIG. 4 shows the location on an aircraft of sensors used for the implementation of the disclosure herein.
  • the device 1 schematically represented in FIG. 1 and that makes it possible to illustrate the disclosure herein, is intended to determine a linear terrain profile PT ( FIG. 3 ) along a lateral (or horizontal) approach trajectory TA of a landing runway 2 of an airport, as represented in FIG. 2 (which is a view of the horizontal plane).
  • the device 1 comprises:
  • At least one memory 3 containing values measured in the usual way on at least one aircraft, during at least one flight of the aircraft along the lateral approach trajectory TA, during an approach to the landing runway 2 of the airport, namely:
  • a computation unit 4 configured to estimate, for each of a plurality of different distances X relative to a threshold 2 A of the landing runway 2 along the lateral approach trajectory TA (that is to say, distances defined in the horizontal plane), using the total air temperature, the Mach number and the barometric altitude, stored in the memory 3 and received via a link 5 , a variation of the static temperature Lest dependent on the altitude and a temperature on the ground Test;
  • a computation unit 6 configured to compute, for each of the plurality of distances X, a geometric altitude Hft, using the barometric altitude Hbaro stored in the memory 3 and received via a link 7 , as well as the variation of the static temperature Lest and of the temperature on the ground Test, estimated by the computation unit 4 and received via a link 8 ;
  • a computation unit 9 configured to compute, for each of the plurality of distances X, a terrain height HT, by subtracting, from the geometric altitude Hft computed by the computation unit 6 and received via a link 10 , the height RA stored in the memory 3 and received via a link 11 .
  • Hft Hft ⁇ RA
  • a computation unit 12 configured to determine at least one auxiliary terrain profile TAaux from the set of the terrain heights HT computed for the set of different distances X by the computation unit 9 and received via a link 13 ;
  • a computation unit 14 configured to determine a terrain profile PT using at least the auxiliary terrain profile PTaux computed by the computation unit 12 and received via a link 15 .
  • the terrain profile PT represents the trend of the terrain height HT as a function of the distance X relative to the threshold 2 A of the landing runway 2 .
  • the terrain height PT is defined relative to a reference altitude H 0 corresponding to the altitude of the threshold 2 A of the landing runway 2 ( FIG. 3 );
  • a database 16 in which is stored the terrain profile PT determined by the computation unit 14 and received via a link 17 .
  • the device 1 From stored flight data, the device 1 therefore constructs a terrain profile PT upstream of the runway 2 (in the direction of flight E of an aircraft in an approach) for a given approach at a given airport.
  • This terrain profile PT is one-dimensional. It is considered that all the aircraft which make the same approach will fly along the same lateral approach trajectory TA.
  • the computation units 4 , 6 , 9 , 12 and 14 form part of a central processing unit 18 .
  • At least one approach flight and preferably a plurality of approach flights (for example approximately five flights) are initially performed, during which measurements are made which are stored in flight, then stored on the ground in the memory 3 of the device 1 .
  • the memory 3 can contain flight data stored in a recorder of DAR (Direct Access Recorder) type and/or in a recorder of DFDR (Digital Flight Data Recorder) type of a transport airplane that has made the approach along the lateral approach trajectory TA.
  • DAR Direct Access Recorder
  • DFDR Digital Flight Data Recorder
  • the device 1 determines the terrain profile PT using the values measured and stored in the memory 3 .
  • the present disclosure makes it possible to determine a linear terrain profile PT, that is to say a one-dimensional terrain profile, which extends under and along the lateral approach trajectory TA.
  • a one-dimensional terrain profile PT greatly reduces the volume of data to be stored in the database 16 .
  • the linear representation of the terrain profile PT can be defined along any type of lateral approach trajectory TA, in particular a lateral approach trajectory of rectilinear type (as represented in FIG. 2 ) or a lateral approach trajectory combining one or more combinations of rectilinear or curved sections.
  • the parameters used for the implementation of the disclosure herein are obtained (measured) using usual sensors (radio altimeter, barometric altimeter, total temperature measurement probe, inertial sensor, GPS receiver) on board the commercial airplanes in particular.
  • sensors radio altimeter, barometric altimeter, total temperature measurement probe, inertial sensor, GPS receiver
  • a radio altimeter is a sensor which measures the distance (or height) of the aircraft AC relative to the ground, namely the distance between the aircraft AC and the point on the ground closest to the aircraft AC in a cone of approximately 30° under the aircraft AC.
  • a commercial transport airplane is generally equipped with two (or three) radio altimeters.
  • a barometric altimeter measures the static pressure and determines, from a reference pressure set by the user, the barometric altitude.
  • the reference pressure at zero height
  • the reference pressure can be that at sea level, or else that of an airfield.
  • the barometric altitude will be recalibrated so that, once on the ground, the altitude of the aircraft AC is zero.
  • the standard altitude available on board the aircraft AC which is determined using the barometric altimeter and used for the implementation of the present disclosure, is therefore a barometric altitude Hbaro.
  • T 0 is a temperature reference of the standard atmosphere model (ISA), equal to 15° C. at sea level;
  • L 0 is a variation of the static temperature, as a function of the altitude of the standard atmosphere model (ISA);
  • P 0 is a pressure reference, chosen by the crew of the aircraft (and preferably corresponding to the pressure on the ground at the airport level);
  • R, g and M are predetermined constants: R being the universal constant of the perfect gases, g being the gravitational constant, and M being the molar mass of dry air.
  • Test is the estimated temperature on the ground.
  • the parameters Lest and Test are determined by the computation unit 4 as follows.
  • the barometric altitude Hbaro is recalibrated such that the altitude H 0 of the landing runway 2 is zero when the aircraft is on the ground;
  • the static temperature Ts is computed from the measured temperature TAT and from the Mach number
  • this information is used to determine the altitude Hft of the aircraft AC.
  • the computation unit 14 uses simply, as terrain profile PT, the auxiliary terrain profile PTaux, determined by the computation unit 12 for a single approach flight.
  • the measurements are performed for a plurality of N different approach flights (N being an integer number between, for example, 3 and 7) and stored in the memory 3 .
  • N being an integer number between, for example, 3 and 7.
  • a corresponding auxiliary terrain profile PTaux is determined by the computation unit 12 for each of this plurality of approach flights.
  • the computation unit 14 computes, as terrain profile PT, the average of the N auxiliary terrain profiles PTaux, received from the computation unit 12 .
  • the computation unit 12 computes an auxiliary terrain profile PTaux in the manner specified above.
  • a dispersion of the results may occur, originating in particular from measurement errors, such as, for example, sensor inaccuracies. Since the points at which the terrain profile is computed are chosen arbitrarily, the flight data used may not be defined in these distances.
  • An interpolation is performed to compute the terrain profile from the closest data, for each of the N flights. Then, at each point, an average is calculated between the N flights so as to obtain the terrain profile PT.
  • the device 1 constructs a terrain profile PT from 12 000 meters at X (which represents an altitude of approximately 2000 feet) upstream (in the direction E of flight during the approach) of the threshold 2 A of the runway 2 ( FIG. 2 ). Efforts are made to minimize the size of the database 16 used (in particular an onboard database) to store the terrain profile PT, that is to say the number of points of the terrain profile PT.
  • the stored position (GPS) of the aircraft AC can be stored at a low sampling rate (for example 4 seconds) and/or with a low resolution (for example 76 meters), i.e. too low to obtain a sufficient accuracy of the terrain profile PT. Provision is therefore made, in a particular embodiment, to determine the distance X to the threshold 2 A of the runway 2 without using the absolute position of the aircraft.
  • the integration is initialized above the threshold 2 A of the runway (the radio altimeter then being located at 50 feet for standard runways).
  • this method can deliver a divergent error because the measured ground speed V 1 may be affected by a constant bias k.
  • This real ground speed V 2 when determined, can be used in the integration.
  • Each distance X relative to the threshold 2 A of the runway 2 is then computed by the integration of the ground speed V 2 of the aircraft, dependent on the ground speed V 1 measured and stored during an approach flight.
  • the data from a plurality of approach flights are used, and, for each flight, the bias k affecting each approach is estimated, which minimizes the dispersion between the terrain profiles computed for each approach.
  • the technique used is based on a computation of covariance between the terrain profiles computed by pairs of approaches. Since the data used relate to a single dimension, the computation method remains relatively simple and can be automated.
  • the covariance technique provides an accurate determination of the bias when the terrain profile varies a lot. On the other hand, it is less so for a flat terrain. However, in this case, the influence of the bias is negligible. A limited number of approaches (approximately 5) is sufficient to perform an accurate computation.
  • the position of the aircraft AC is stored with a suitable sampling rate and a sufficient resolution such that it is not necessary to implement the preceding computations to determine a bias.
  • the distance X is determined (using a usual approach 23 which is, for example, linked by a link 24 to the unit 18 ) by computing, at each instant, the distance of the aircraft relative to the position of the threshold of the landing runway 2 , which can be known by consulting the airport installation data published by the states.
  • the antenna or antennas of the radio altimeter or radio altimeters is/are arranged toward the rear and at the bottom of the aircraft AC as indicated by an arrow 21 in FIG. 4 and the barometric altimeters (pressure probes) are arranged toward the front, as indicated by an arrow 22 in FIG. 4 . Consequently, a height offset appears between the two measurement zones, an offset which is a function of the pitch angle of inclination ⁇ of the aircraft AC and of the relative positions of the respective sensors.
  • the barometric altitude determined by the barometric altimeter and the height measured by the radio altimeter are referenced relative to one and the same reference point located on the aircraft AC, using a geometric correction using the current value (at the distance considered) of the pitch angle of inclination ⁇ of the aircraft, which has been measured and stored during the approach flight and the known relative positions of the respective sensors.
  • the device 1 comprises a computation unit 19 which references the measurements produced relative to this reference point located on the aircraft AC. This reference point can be the center of gravity of the aircraft AC, the lowest point of the wheels of the landing gear, the position of the pilot, the position of an ILS antenna or any other point of the aircraft AC.
  • the terrain profile PT is defined, preferably, for a minimum of data, namely for a minimum of distance values relative to the threshold 2 A of the landing runway 2 , in order to minimize the size of the database 16 .
  • 150 points (of altitude) are sufficient to provide an accurate terrain profile PT, for altitudes ranging from 2000 feet to the threshold 2 A of the landing runway 2 .
  • the present disclosure makes it possible to generate a terrain profile PT by using data obtained from standard flights, that is to say commercial flights of airlines. Even if the data originating from in-flight tests are more accurate, the standard flight data are of significant economic interest, because it is fairly easy to recover them and use them, most of the airlines having in place a program of systematic analysis of all the flights within the framework of flight safety monitoring. For the implementation of the disclosure herein, it is thus possible to use flight data recorded in a recorder of DAR (Direct Access Recorder) type and/or a recorder of DFDR (Digital Flight Data Recorder) type.
  • DAR Direct Access Recorder
  • DFDR Digital Flight Data Recorder
  • the terrain profile PT ( FIG. 3 ) determined by the device 1 can be used in very many applications, and notably:

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US14/586,461 2014-01-03 2014-12-30 Method and device for determining a linear terrain profile along a lateral approach trajectory of an airport Expired - Fee Related US9342988B2 (en)

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FR1450029A FR3016223B1 (fr) 2014-01-03 2014-01-03 Procede et dispositif de determination d'un profil de terrain lineaire le long d'une trajectoire laterale d'approche d'un aeroport.
FR1450029 2014-01-03

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US10462282B1 (en) * 2019-03-29 2019-10-29 Polaris Wireless, Inc. Estimating the elevation of a wireless terminal based on determining the measurement bias of a pressure reference
CN111551149B (zh) * 2020-04-24 2022-05-20 中国航空无线电电子研究所 一种适用飞机几何高度的计算方法
CN111605724B (zh) * 2020-05-22 2022-08-12 成都飞机工业（集团）有限责任公司 一种大气数据系统仿真试验方法
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